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III Autopilot / Autothrottle Flight Guidance
IV LNAV / VNAV Flight Guidance
Use automation at the level that it best improves situational awareness, reduces
workload, and provides for most efficient flight performance. The level of
automation used is dynamic – change the level (up or down) if the current level
employed is detracting from the situation (i.e., increasing workload).
Pilots must be aware that consistent use and reliance on automation levels III
and IV throughout the flight regime will degrade basic flying skills. Therefore,
pilots must continue to maintain proficiency by using all levels of automation on
a regular basis.
CREW RESOURCE MANAGEMENT
Automated aircraft, by the nature of the equipment employed, require welldeveloped
crew coordination.
Effective resource management recognizes that human error is likely. The goal
is to reduce the probability that serious errors will occur, and to promptly detect
and correct mistakes when they do happen.
As always, the captain is the final decision making authority on the aircraft;
however, it is the responsibility of all crewmembers to contribute to the decision
making process to help ensure that the best decisions are made.
Captains set the tone on the flight deck. Their initial crew introduction and
briefing is an important leadership opportunity and they should encourage all
crewmembers to provide information about operational issues. All flight deck
crewmembers must bring any information that has any impact on operational
safety to the attention of the captain.
737
Flight Manual Continental
Sec. 3 Page 7
Rev. 11/15/02 #41
If any crewmember has any doubts about the flight’s safety, they must speak up
with appropriate persistence until there is some resolution. All crewmembers
should balance assertiveness with tact. The issue must always be what is right,
not who is right.
The following specific automation-related CRM skills will be trained and
developed to be employed as an integral part of routine flight deck procedures:
· Plan and brief automation modes and configurations.
· Establish guidelines for PF and PM duties for the operation of automated
systems.
· Plan workload and allow sufficient time for programming tasks. Limit
programming during critical phases or conditions of flight.
· Verbalize entries and changes to automated systems.
· Maintain an awareness of the automation modes selected by crew or
initiated by FMS.
· Change level of automated systems (up or down) to increase situational
awareness and avoid work overload.
AUTOMATION EMPLOYMENT
FMC Lateral Navigation Accuracy
BCD The FMC is only certified for sole-source navigation when it is
operating in the radio-updating / GPS mode. The aircraft use GPS as the
priority-updating source of the FMC. If the GPS is inoperative, radio updating
is provided automatically. The FMC will radio update primarily from
DME/DME comparisons. However, updates from LOC or VOR facilities can
occur.
>>@ The FMC is only certified for sole-source navigation when it is
operating in the radio-updating mode. To provide for the best accuracy when
operating the FMC for sole-source navigation, it is desirable that both radios be
in AUTO mode. In the AUTO radio-updating mode, the FMC selects the best
VOR/LOC/DME sources for radio updating and tunes both VHF navigation
radios. If one of the Nav radios is in the AUTO mode with the other Nav radio in
MANUAL mode, accuracy is slightly degraded. In this case, the FMC will agility
tune the Nav radio in the AUTO mode to multiple stations for more accurate
updating. With both Nav radios in MANUAL, the FMC will use the manually
tuned navaids for updating, provided updating of the tuned facility is within
reception range and meets update criteria.
Sec. 3 Page 8
Rev. 11/15/02 #41 Continental
737
Flight Manual
In an aircraft with only radio updating capability, if the radio updating is
intermittent or erroneous, the FMC position can shift. This is commonly termed
“map” shift, as it is seen as shifting the magenta line on the map display.
Inconsistent or erroneous updating will be reflected in the ACTUAL nav
performance value. The FMC will display the message UNABLE REQUIRED NAV
PERF-RNP when the ACTUAL (ANP) exceeds the REQUIRED (RNP). If ANP
exceeds RNP, or if FMC navigation is ever uncertain, revert to ground-based
navigation aides and/or solicit the help of ATC.
The VERIFY POSITION message indicates a position disagreement between the
IRS, updating sensors, or FMC positions. When this message is displayed, the
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